UNIT CARGO SHIP

Abstract: A cargo ship for transporting various wheeled vehicles, such as cars, and in addition, containers and palletized general goods or equivalent cargo units simultaneously, said ship comprising: a hull consisting of a bottom structure (103), the sides (3), and a potential strength deck, said hull, forming a shell structure, mainly bears the forces directed at the ship; the power mechanism (9) of the ship; cargo handling openings (10A, 13, 14) in the hull for conveying cargo units into the cargo space and out therefrom; and cargo handling equipment with equivalent mechanism for moving cargo units within the cargo space. The cargo space of a ship consists of at least two cargo space sections of different types so that a first cargo space section consists of one or more space grillage structures (4, 5, 6, 10C), this being a selfsupporting complex and so supported flexibly to the hull of the ship that the deformations of the hull during the passage are not entirely transmitted to the space grillage structure; and the second cargo space section consisting of container holds (7) and/or pallet platform holds provided with guides, wherein the containers, respectively the heavy-weight cargo on the pallet platforms are loaded and unloaded mainly vertically. Said first cargo space sections and second cargo space sections are located, at least partly, next to one another, for arranging the light-weight cargo formed by the wheeled vehicles in the upper part, and for positioning the heavy cargo formed by the containers and general goods and bulk goods in the lower parts of the ship, thus, to avoid the use of ballast water at least partly.

Description: UNIT CARGO SHIP The present invention relates to a cargo ship for transport- ing various wheeled vehicles, such as cars, train units and other carriages, and furthermore, bulk goods or containers and palletized general goods or equivalent cargo units, at least partly at the same time, said ship comprising a hull consisting of a bottom structure, the sides and a potential strength deck, which hull, forming a shell structure, mainly bears the forces directed at the ship; the power mechanism of the ship either within or outside the hull; a cargo space, consisting at least partly of a space grillage struc¬ ture and containing cargo cells; cargo handling open-ings in the hull for transferring cargo units into the cargo space and out therefrom; and cargo handling equipment with mechanisms for moving cargo units within the cargo space. The invention also relates to a method for erecting and building cargo spaces of the above type in a cargo ship, and a method for transporting cargo units of the types described in the foregoing in a cargo ship of the above type. In the 1960s the volume of vehicle transportation by ship started to expand to the extent that a special ship type was developed for this purpose, the basic concept whereof being still in use. In the beginning, it was for the most part passenger cars and vans that were transported on these ships (PCC - Pure Car Carrier type) , on an average, the number thereof being several thousand vehicles (about 2000 - 4000) at a time. The ships returned empty. In the past few years a multipurpose ship type (PCTC -Pure Car & Truck Carrier with a payload of 4000 ... > 6500 passenger cars) has been gain¬ ing ground and in which about 20% of the deck area has been dimensioned to receive heavier wheeled or general cargo. When the heavy-load decks are filled with heevy cargo, the cargo carrying capacity of the remaining light decks is decreased significantly. The free space between heavy-load decks is considerably higher than that of normal car decks. These special ships usually have 10 to 12 cargo decks, and two of these are mainly reserved for transportation of the above mentioned heavier cargo. The heavy-load decks have to be placed relatively high on the level of the deck above the machinery space if it is located in the afterbody, and thus relatively high, which is not a good solution as regards the stability of the ship. On the heavy-load decks or on some parts thereof containers may also be placed which have to be brought aboard the ship either on wheeled pallets, in which case the pallets remain on the ship, or by special trucks. The containers are placed in stacks of 1 to 2 layers on the decks. For functional loading and unloading, space is required for drive lanes, openings in transverse bulkheads, sides and decks. The ship has to be equipped with a heavy stern ramp, stern gates, and in general with 1 to 2 side ports. The transverse bulkheads must be provided with openings, and they have to be specially reinforced and equipped with re¬ mote controlled actuators. The cargo decks must have open¬ ings and be equipped with hoistable drive-lane ramps, of which some are fixed, some hinged or hoistable. In most cases there are also a few lift platforms of articulated type for handling cargo between two decks. The highest decks can be divided by means of hoistable car decks. There are also car decks which are hinged to the side bulkheads and which can be turned by means of actuators into the operating position. All in all, the structures must have a great number of openings and they must be reinforced, there is a lot of bulky equipment, fixed or moveable, in these areas, and space has to be reserved for drive lanes. There are generally 2 to 3 longitudinal pillar rows on the decks, to reduce the hull weight, but at the same time to create re- strictions as to the positioning of vehicles and cargo. The vehicles are driven within the ship using their own engine power. Because of exhaust gases the ventilation sys- tern of the ship must be exceptionally effective. A large number of ventilation ducts also splits the deck areas. The total weight of vehicle carrying ships is also rela- tively heavy. The vehicles themselves are homogeneous, light transport goods, the stowage factor being on an average four to five times higher compared with container and general cargo. In a pure car carrier the weight of car cargo repre¬ sents about 40 to 50% of the dead weight of the ship, while in PCTC-type ships it is only about 20 to 25% of the dead weight. In all circumstances, a considerable quantity of so called ballast water has to be transported to ensure the stability of the ship, in the most unfavourable cases the amount thereof exceeding the weight of the vehicle cargo. As a result, more engine power is needed, unnecessary fuel is consumed; besides, the shipping company does not gain any¬ thing from transporting "dead water ballast". The deck houses are located on the uppermost deck, and so are the life-boat stations. The vertical center of gravity of the ship structure being high has been a limiting factor in utilizing the space ver¬ tically. In conventional techniques the construction design in the cargo spaces is based on steel plate deck reinforced with stiffening girders. The total thickness of such a local construction may be 200 ... >450 mm and the plate thick¬ nesses of fixed light-weight car decks are 5 to 6 mm at the minimum, exceeding considerably the local-strength thickness required by the cargo. In a plate field of a deck there are lower beams in each frame space and high frame girders at sparser intervals. On the edges of deck openings and drive ramps there are high, strong stiffening beams. Hoistable or turnable platforms are of lighter construction, shipyard- specific, and constructed in accordance with generally known concepts. Said structures also require space either in the roof or on the walls; in addition, actuators need space. Vehicle transport logistics is going through changes world¬ wide. Major producers have established and keep on estab¬ lishing factories in their main export countries, to be in close proximity to end-users. The seasonal character of transports is growing and vehicle transport volumes are de¬ creasing. Car parts and components are transported in in¬ creasing quantities. The freight market places demands on greater flexibility in handling different bulk or general cargo, better suitability for handling port and customer- specific small batches etc. on the ships of tomorrow. Economical use of ships calls for a better transport ef¬ ficiency also during the return voyage. This is often a problem in current ship types. Loading and unloading no longer takes place in only two ports; on the contrary, a ship may have to make 5 to 10 port calls. The current ship types also have weaknesses in loading flexibility. Placing different kinds of customer-specific batches of different sizes on a number of fixed decks and partly on hoistable decks or drive ramps prolongs the load¬ ing phase and does not always succeed satisfactorily. The control of batches to be unloaded at a particular port may also lead to new intermediate loadings there. These problems are hard to eliminate using the current basic concept. Such ship types exert global sea traffic on all sea routes. RO-RO ships have also been developed to handle multicargoes, whereby they are enabled to transport different vehicles as a part of the cargo. In these ship types the cargo is trans- ferred aboard by means of waggon and carriage pallets, which are carried along with the cargo to the port of destination. This method is applied particularly to transporting forest products. To increase loading flexibility, containers are also loaded on these pallets. Straddle carriers and trucks are also used for container handling. A high cargo space can be divided vertically in two or three sections by means of so-called hoistable car decks. The loading and unloading ca¬ pacity of the ship is satisfactory. All in all, this method is, however, expensive on account of terminal facilities and special ship equipment. Space utilization and stowage ef¬ ficiency are not good. To facilitate firm fastening of wheeled cargo, the fixed structures of a ship have to be appropriately constructed; separate fastening equipment and plenty of manual work aboard are also needed. The basic decks of the ships are dimensioned for shaft and wheel loads of heavy wheeled cargo, whereby the local strength of the decks is on an average 8 to 20 times higher than is required by a load of passenger cars and vans. Refrigerated ships form the third significant ship group carrying vehicle cargo, but only as return cargo. In the re¬ frigerated ships cargo is placed on cargo decks in accord- ance with conventional technique. The cargo is hoisted onto the decks through hatches. According to US. patent No. 1,815,687, cars are transported in a cargo ship provided with fixed or adjustable cargo decks. The cars are transferred onto the decks along ramps. The patent GB 2 406 105 describes a bulk-cargo ship that is convertible into a car carrier. The ship is equipped with a set of adjustable tween decks; the decks are joined together with ramp units. Cars are driven along a ramp between the quay and the ship aboard the ship and into a parking space on an appropriate deck. Swedish patent SE 345 632 describes a ship carrying car or general cargo on container-dimensioned pallets with support pillars at the corners. The pallets are hoisted from above into wells on the ship just as is done with containers. Sup¬ port pillars are arranged to support the pallet thereabove. As car lengths vary considerably, cars have to be placed on unnecessarily long pallets of a standard container's length also in this case. Swedish patent application SE 8304984-1 describes a cargo ship with movable frame structures mounted on the uppermost deck and with deck pontoon elements related thereto. Cars are moved from deck to deck by means of movable ramp - bridge structures located between deck elements. US patent No. 4,106,640 describes a method of transferring cars into a ship by using complicated, winding conveyor elements, in which method the car wheels are put directly onto the conveyor and the cars are transferred onto normal cargo decks. As has been already described in part, a cargo deck known in the art comprises a plate field and beams thereunder. In all ship types described above majority of the cargo decks have been designed, in addition to serve local loads, to carry loadings required by the total strength of the ship. Nor¬ mally, the thicknesses of the deck plates, in light-weight decks, are at least 5 to 6 mm. The deck plate thickness for heavier shaft loads is 15 to 16 mm. If only the requirements set by the local strength and the loading demands required by conventional cargo were emphasized, a significantly less heavy and less high structure would be sufficient. The total thickness of the deck structures known in the art is of the order of magnitude 200 ...>450 mm. In patent US-3,363,597 a hull structure of a ship is de¬ scribed which comprises a bottom, the sides and a strength deck. The structural parts constitute a uniform shell struc- ture mainly bearing the forces directed at the ship. Thus, the self-supporting shell constitutes the bearing parts of the ship. A space grillage structure has been positioned within the inner parts of the ship, said structure being mounted, for instance, by welding on said bearing shell structure, and in the cells of said space grillage the actual cargo space units or modules are positioned, being uniform space units. Thus, the question is of how to apply a generally known modular structure in a ship. The design de- scribed therein is not any more appropriate for the trans¬ portation tasks dealt with above than are the rest of the prior art structures as they result in a conventional cargo ship as regards the cargo space arrangements. The design described therein is not at all appropriate for large-scale transportation of cars etc., or at least the payload ef¬ ficiency is extremely poor. The object of the present invention is a cargo ship which is particularly well appropriate for simultaneous transport¬ ation of wheeled vehicles, such as vehicles, train units or equivalent, as well as of palletized general goods, contain¬ ers and/or bulk goods in ratios required each time. The aim is to utilize maximally the ship-specific payload capacity by increasing the limited capacity of the current designs. The enchancement of the cargo intake capacity should concern the increase of both the stowage factor and the increase of the cargo proportion in proportion to the dead weight of the ship. The ship should be capable of handling material in large batches, but also the loading and unloading of the port and customer-specific batches is expected to be flex¬ ible, efficient and avoid unnecessary work steps. The above- mentioned requirement concerning cargo flexibility also allows an effective payload to be taken for the return voyage, as well as loading both lighter and heavier cargo. The aim is furthermore to place heavier cargo closer to the bottom level of the ship, whereby firstly, the amount of the dead weight needed, such as ballast water, as an entity can be minimized, and secondly, the stability of the ship can be improved. The second aim of the invention is to create a new method of building and assembling cargo spaces, said measures having an effect on shortening the building times per ship. The aim is also to devise a building method and a construction that allows the weight of cargo spaces to be decreased essen¬ tially and at the same time utilization of the space more effectively, particularly in the vertical direction. The third main objective is to create conditions for more extensive mechanization and automation of the loading and unloading phases. Therewith the handling effectiveness can be increased and the ship's port stays shortened. To eliminate the drawbacks described in the foregoing and to achieve the above mentioned objectives, the ship according to the present invention is characterized in what is pre¬ sented in the characteristic features' part of claim 1, and the method for building the ship is characterized in what is defined in the characteristic features' part of claim 9, and the method for transporting cargo units in such ship by what is presented in the characteristic features' part of claim 21. The invention is described below in detail, referring to the accompanying drawings. Fig. 1 presents in general image a longitudinal section of an embodiment of a ship based oh the invention. Fig. 2 shows a horizontal section of a ship of Fig. 1 seen from the upper deck level. Fig. 3 shows a cross-section of the ship of Fig. l, stem part. Fig. 4 shows a cross-section of the ship of Fig. 1, midship. Fig. 5 shows a cross-section of the ship of Fig. 1, behind bow structure. Fig. 6 shows a cross-section of the ship of Fig. 1, bowpart cargo space. Fig. 7A presents an embodiment of the double roof structure of a space grillage structure according to the invention. Fig. 7B shows a second embodiment of the double roof structure. Fig. 7C shows a third embodiment of a double roof structure. Fig. 8 presents a lift platform arrangement in a ship ac¬ cording to the invention. Fig. 9 presents schematically in cross-section the method of the invention for erecting a cargo space with space grillage structure within ship hull. Fig. 10 presents a method for erecting and assembling a space grillage structure composed of modules according to the invention. Fig. 11 shows a main module of the space grillage and the roof grillage structure related thereto in axonometric image. Fig. 12 presents one of the embodiments of the main module in a greater detail as a longitudinal section. Fig. 13 shows a cross-section of the main module of Fig. 12. Fig. 14 shows in top view the roof grillage structure of the main module of Fig. 12. Fig. 15 shows a connection of the vertical profiles of the main modules of Fig. 12 to one another and to the roof grillage. Fig. 16 presents a transfer route of a cargo pallet from a sorting table on the quay onto a lift platform and from there to a cargo cell. Fig. 17 shows a side view of a cargo well with power units. Fig. 18 shows in top view a cargo well opening. Fig. 19 shows a detail of how the lift-platform guide rolls function. Fig. 20 shows structures of a two-stock lift platform, cross-section. Fig. 21 shows structures of the lift platform of Fig. 20 in side section. Fig. 22 shows a "fragmentary enlargement" of a cargo cell of the invention in end view, with a cargo pallet and a passenger car in place. Fig. 23 shows the cargo cell of Fig. 19 as side section. Fig. 24 presents a length-adjustable cargo pallet for vehicle transport according to the invention, axonometric view. Fig. 25 shows a passenger car on the cargo pallet of Fig. 24, side view. Fig. 26 shows a corrugated core floor element for loading in axonometric view. Fig. 27 shows a parallel mounting of two corrugated core floor elements. Fig. 28 shows three usages of a filling profile used in parallel mounting. Fig. 29 shows enlarged cross-section of corrugated core floor element. Fig. 30 shows a profile limiting the vertical movement of a pallet entering a cargo cell, cross-section. Fig. 31 shows an axonometric view of the profile in Fig. 30. The design of the present invention comprises the following main features. A ship according to the present invention comprises one or more such cargo space sections 4,5,6,IOC, frequently mainly concentrated in the middle parts of the ship, the frame of the cargo space whereof has been constructed from a self- supporting space grillage with which the conv ntional deck plate design provided with beams is replaced. Another feature related to the general arrangement concerns the container holds 7 located on the sides of the ship. The cargo space section 4,5,6,10C intended for conveying light- weight volume cargo and being made with a space grillage structure is in each case built as high as possible for gaining volumetric advantage. Said cargo space of space grillage structure can be located in the middle part of the ship, the breadth thereof 101 being at least partly smaller than the breadth 104 of the ship, so that the container holds 7 are located adjacent to the sides 3 of the ship, as shown in the figures. The container holds may also be located in the middle of the ship, whereby the cargo space of space grillage structure is located in the proximity of the sides 3 of ship in order to guarantee access to the container hold preferably from above. Also in said case, the breadth 101 of a cargo space of space grillage structure is smaller than the breadth 104 of the ship. The breadth 101 of the cargo space and the breadth 104 of the ship may be equal unless there is a need to have an access in said point, as in fact, is the case in Fig. 3 where the combined breadth of three cargo spaces 6 and 10 is equivalent to the breadth of the ship. The cargo space of space grillage structure ex¬ tends preferably above the bearing side height 102, as shown in Fig. 4. The vertical center of gravity of the cargo can be lowered significantly, thanks to a heavy container cargo 100 placed theredown, and in addition, heavier general goods cargo can be positioned in the lowermost cargo cells 110A, or transport spaces for bulk goods can be arranged in the lower parts of the ship. By such total arrangement flexi¬ bility is achieved for loading. It allows simultaneously in¬ take of an approximately equal container load and palletized cargo as the weight of car cargo in all, thus omitting use¬ less dead weight. The novel structural principle and general arrangement makes particular use of the lightness typical of a car load with the aid of a cargo space of the novel type, favouring such lightness, so that such ship type is obtained which is appropriate to transport flexibly cars 58 as mass transportation in upper cargo cells HOB, and at the same time, also to carry containers 100 and palletized general cargo 57. The containers and palletized general goods cargo, as well as potential bulk goods represent a heavier type of cargo, and when positioned in the lower part.-3 38C of the cargo spaces of the ship, they create an essential effect of enhancing the stability of the ship. In addition, by the use of specific long cargo cells 110 possibilities are created for using highly advanced transfer automation in handling cargo and compact packaging or pos¬ itioning of cargo units onto cargo platforms 108. By spread¬ ing the cargo into numerous cargo tubes, natural sorting of freight by customers, ports and product types becomes pos- sible. The physical location of cargo can be accurately identified with location coordinates, wherewith the util¬ ization of data processing in stability control and charter¬ ing follow-up is facilitated. The great length of the cargo cells, maximally approaching the length of the ship, enables in turn that no empty locations are left in the loading, instead, the filling-up degree will be high. The present invention helps to decrease the weight of a cargo space by replacing the heavy-weight conventional local structure with a lighter space grillage structure 4,5,6,IOC, and the loading platforms 55, 107 can be manufactured from light but strong corrugated core or sandwich plates, or they are provided with another light construction 56A. Lighter industrially prefabricated products can be used as equip¬ ment. The total savings in weight are dependent on the basic structures of the ship in the surroundings of the cargo spaces. The construction makes it possible to minimize the height H of a single cargo stock unit, the effect whereof being multiplied; respectively, it will, together with lighter weight, allow the use of a large number of inter¬ mediate cargo platforms vertically in a new cargo space with space grillage structure. As regards the construction, the structure is flexible. The lower cargo cells 110A; 38C can be reinforced, as they fit very well the entire complex, to conform to heavier pallet or vehicle cargo. Open container holds 7 of known technique, provided with proper guide rails and locking devices for containers 100 are located on both sides of the vehicle - cargo space. The stability and the hull strength permitting, containers may also be loaded above the main deck 28. Feeding lanes for vehicle cargo and palletized goods are shown in Figs. 2, 5, 16. While creating ship applications, also other alternative applications exist. Advantages gained in loading and unloading times have to be estimated in the designs. In the middle area, the vehicle cargo spaces may extend from the stern up to the forepeak bulkhead 106. Depending on the transport route, a decision has to be made whether loading from stern alone is sufficient via lift platforms 17 and opening 10A or whether other lift platform wells 15,16 are needed according to the design in some place. The ship's machinery arrangement has a great influence on the opti- mization of the entire complex. The space grillage structure 4,5,6,IOC of the ship comprises industrially produced modulized profiles 45,46,46A, for which different methods of mounting profiles are currently available. The vehicles are of different heights and breadths. From the outset, a particular combination can be designed, e.g. cars of a certain category are placed in a cargo space. Since a ship is a long-term investment, it is essential that the height H of cargo cells be later adjust- able without breaking the complex. To maintain this flexi¬ bility, the total length L of a cargo cell has to be design¬ ed for certain product lengths and product alternatives, and it is of the length of two, and preferably of five cargo units 58,57. In a number of instances, it is relevant to ar- range the length of a cargo cell to be as lcι..g as possible. It is also conceivable that the space grillage structure is arranged to be such that the lengths of all, or some, cargo cells can be varied as need be, even individually for each voyage. It is obvious that the cargo cells can be placed in longitudinal or transverse direction to the ship 1. The use of length-adjustable cargo pallets 59 is essential because a considerable part of the payload potential of a ship is lost with fixed pallet lengths, or if a payload capacity of a given level is desired to be maintained, a considerably longer ship should be built. The use of car-cargo spaces of space grillage structure brings the greatest efficiency advantage over constructions known in the art through the simultaneous utilization of the advantages of the extra height offered by this construction. In a multi-purpose ship the vehicle cargo spaces of the new type can also be located in intermediate spaces, e.g. the lower decks 103,113 in the stern part of the ship may be designed for transporting heavier wheeled vehicle cargo, while the upper part 6,38A,38B is used for transporting lighter vehicle cargo. Fig. 6 shows an alternative where transverse bulkheads separating vehicle cargo spaces extend vertically only to a part of the side height 102. In this alternative the power units of the lift platform are placed in a bridge beam structure. In certain situations, it is advantageous to use one lift platform for loading/unloading several cargo spaces. A so called double-bulkhead roof 2A-2C, i.e. a homogeneous steel construction, is presented as the roof structure for cargo space 4,5,6,IOC. In Fig. 7A, the roof pattern 2A has longitudinal reinforcement but it can also be a transverse construction. Some alternative applications of longitudinal and combined longitudinal-transverse combinations are shown in Figs. 7A, 7B and 7C, corresponding to channel construc- tion models 2A,2B and 2C. The present invention is appli¬ cable to further alternative construction models as well. As regards the strength technology, advantages are gained therethrough, and at the same time the channels of the roof form a natural ventilation-air duct network in the roof area of the cargo space. These channel networks can be connected to certain separate intermediate spaces 26,32, these being a characteristic feature of the present ship type, spaces being intended for air-conditioning and ventilation modules and other equipment. The homogeneous bulkhead 2 can also be used as side bulkhead structure of the high cargo space in the middle part, in which way at least part of the frame channels thus produced could function at the same time as a frame for the ventilation ducts 30 or the frame structures of the ventilation ducts could be used as part of the normal vertical framework located either inside or outside the cargo space as shown in Fig. 7A, 7B, 7C. Ventilation and air-conditioning equipment as well as air- drier filters and ducts, all of which require plenty of space, can be concentrated in intermediate spaces of their own in the side 32 or middle 26 parts of the ship, depending on the main frame type of the ship. The intermediate space in the midship 26 constitutes at the same time a strength- element binding the superstructure and connecting the sides of the ship. Heavier equipment may be placed lower and closer to the target areas. It is also possible to utilize the steel structure of the ship as natural frame parts of the channel net, e.g. by using homogeneous constructions in transverse bulkheads 109,105 and by utilizing the spaces in the longitudinal bulkhead 2 e.g. for double-skin spaces 30, 31,33. The number of channels can be decreased, channels can be moved away from cargo platforms, and the direct effect of primary air-conditioning equipment on the air processing of the space can be increased. Since the own engine power of the vehicles is used, highly effective ventilation is required in carrier ships. The pre¬ sent invention also enables vehicles to be transferred with¬ out engine drive, said feature having a crucial effect on the air-conditioning complex of the ship. The space grillage cell structure is very open in the ends and the floors 55, 107 of the cargo cell tubes are similarly fairly open. Therewith, and with a minimum number of channels 2A,2B,2C; 30,31,33, an effective flow-through ventilation system covering the whole breadth of the space and extending "from stern to bow" and "from bottom to roof" can be built, which is not quite as clearly possible related to old concepts. If the character of the cargo so requires, it is also tech¬ nically easy to equip this kind of cargo-space complex with adjustable air-conditioning or air-drier-filter units. - It is possible to use technically effective fire-safety-control and fire-fighting applications in a fairly high and open space like this. Vehicle cargo can be transferred in place in cargo cells in a number of ways. Using an integrated, highly automated con¬ veyor chain, the cargo has to be placed on a conveyor pallet 59, put onto a sorting table 20 on the quay, from which the cargo is transferred by the aid of means applications em¬ ploying prior art conveyor-technique first onto a lift / transfer platform 20, onto an intermediate platform 21, onto a lift platform and from there into a cargo cell 110. Vehicles may also be driven by using their own engine power from the quay onto a lift platform and from there on, by driving, into a cargo cell, as was known in the art. Ve¬ hicles may also be transferred in transverse position, pushed by conveyor actuating means, without a cargo pallet, directly onto a lift platform and be driven from there into a cargo cell. Vehicles and general cargo may also be trans¬ ferred through the opened roof opening of a cargo well 15, 16, for which purpose appropriate lift platforms or multi- stock, cell-like lift platforms of grillage structure are needed. A multi-stock lift platform, the platforms of which are bound to each other with a supporting grillage reducing the weight of the entire structure, is principally used in a ship built in accordance with the present invention. Figs. 20, 21 present a two-stock design with platforms on the same level of the loading platform 108 of every second cargo cell. The loading efficiency is substantially increased when more than one cargo-cell platform 108 can be loaded or un- loaded simultaneously. Placing accommodation spaces 8 in the bowpart creates new possibilities in the general arrangement. The high cargo space in the middle part is bound by this construction as well as by a broader afterbody 106 construction. The mass of the accommodation spaces is located lower than in conven¬ tional ships. Placing life-boat stations 22 on the upper deck behind the accommodation spaces has a similar effect. solutions. In the longitudinal direction the modules 38 may be up to 40 m long. On the horizontal border line, the mod¬ ules are bound with a separate roof grillage 39 including e.g. a longitudinal profile 43. It is principally on the level thereof where there are mountings from the cargo space to the bow bulkhead 105, the stern bulkhead and the side bulkhead 2, or to the side 3, partly using flexible connec¬ ting elements 112, and, where needed, extra mounting oper¬ ations on the floor level of the cargo cells. The modules rest upon the bearing floor of the ship, such as the double bottom 103 or other deck 113. Said plane grillage 39,39A must withstand a certain amount of longitudinal and trans¬ verse forces. The main grillage plane 39 is also an im¬ portant assembly jig at the erection stage of the main mod- ule. An equivalent procedure is used on the floor level of the assembly hall. This is one of the means to achieve a good dimensional precision for the main modules. Since some essential features of the present invention are concentrated to the environment of one cargo space, this kind of overall solution is also applicable in other ship types, as a partial solution or as an overall solution. The cargo transport flexibility in certain old ship types may also be increased, by raising the level of cargo handling technology, and therethrough, even the payload capacity can be increased, within the limits of the same dead weight. The number of cargo cells in new products may also vary. Using cargo cells as a partial solution in transporting vehicle and general cargo is possibly highly justified economically in some other ship types. Figs. 9 and 10 show one way of performing the present as¬ sembly. The use of profiles 43,44,42 is essential in the assembly disclosed here. The steel sleeves 43B and 43A pro- vide the locations where the lower and upper ends of ver¬ tical profiles 45 are positioned, thus constituting, inter alia, the rigid or partly flexible connections 41 between the modules. The connections are required to possess a sufficient rigidity to make the space grillage self-sup¬ porting, whereas with the aid of certain flexibility or clearance in said connections 41 the stresses occurring in the grillage can be reduced, which would otherwise be gen- erated therein, by deformations of the bearing hull of the ship, for instance when the sea is rough. Planar profile elements 39A,39B,39C, etc. are sub-assembly units. Accord¬ ingly, a roof grillage module 39 consists of the parts of the profile 43, and the grillage structures therebetween have been preassembled into an entity before being mounted on the profile 43. Fig. 9 shows an application of assembling a main module in a ship, i.e. conveying it from above in place. Respectively, Fig. 10 shows how a main module is pushed into a-cargo space through an open end. The choice depends greatly on how the ship as a whole is erected and assembled. The number of main modules in the vertical and horizontal direction is depend¬ ent e.g. on the main dimensions of the ship, the facilities in the building shipyard, and certain aspect related to ship design. In striving for short delivery times in shipbuilding, an essential way is to shorten the main erection phase. On one hand, said phase is required to consist of end products which are large enough, and the entire assembly chain up to the sub-assembly units and basic components has to be very hierarchical. The main modules 38 composed of space grillage structures with factory-made outfits enable a near complete outfitting of the main modules before being transferred into a ship. Thereby, conditions are created for transferring work away from the ship to shipyard product shops and equip¬ ment suppliers. This kind of space grillage structure in¬ cludes quite a lot of light equipment, but also control automation and other devices. A crucial grout of outfits consists of the group of cables, small pipes and potential ducts and channels. In the main module phase at the latest, the cables have to be drawn and the power units in the main modules must be connected, etc. Respectively, provisions are made in systems crossing over the module limits in the sense that e.g. the pre-cut cables have been positioned within a preceding main module for further installation. In some cases extensions or the like will suffice. By operations such as those described above tests can be carried out on certain power means of a main module 38 prior to transfer into the ship, thereby shortening of trial-run period remarkably. So-called service platforms 35 in the adjacency of a cargo well are operationally important. If vehicles are driven into the cargo cells by using their own engine power, this application will give more turning room. The first conveyor means of cargo for cargo cells 110 are located on said plat¬ forms, remote controlled lock-devices and vertical stair connections may also be concentrated in this area. Manually operated locking means may be also needed. Several prior art technical designs are available for moving cargo pallets and locking them up in place in a cargo cell. One of such tech¬ niques is shown in the figure, i.e. small floor roll-el¬ ements 56 close to each other and remote controlled power rolls 56 for transferring the cargo. The handrails 35A of a service platform have to be remote-controlled, turnable or vertically movable constructions. The lift platform must be provided with a control panel for guiding and controlling the overall situation. The floors 55,107 of cargo cells 110 are substantially made of floor elements of light construction, or of sandwich or corrugated core elements 55. In the present instance, trans¬ fer roll-elements 54,56 are placed at certain intervals in the grooves of the floor panel. Damaged roll-elements can be easily removed and replaced by new ones. The side guides are also compact products and can be easily replaced if needed. Other floor elements used are net plates 56A for ensuring vertical ventilation. The floor structure depends on the power transmission drive units chosen for conveying cargo pallets 57. Lightweight corrugated core floor elements 55 with good strength characteristics are principally used as floor structures of a cargo cell. Corrugation profiles of this plate are known in the mechanics of materials, a number of strength calculations have been presented on optimal sloping angles and other parameters. The loading element in accorda- nee with the present invention is provided with a "lowered" middle part or load surface 115 and higher supporting corru¬ gations 116 on the sides. E.g. various equipment, such as roll-elements, various locking means, etc., needed in trans¬ ferring the cargo, are meant to be fixed in the groove form- ed by said profile. Said equipment is located in a partly sheltered space, rising above the floor element only as much as is needed. Modulized elements of this kind can be made of thin steel plates, light-alloy plates, such as plates of suitable aluminium-alloys, or other known light, but strong materials. Fig. 26 shows an axonometric drawing of a floor element, with the supporting structure thereinside including four corrugations, though one or more thereof can be pro¬ vided according to the respective application. The plate is manufactured of three plates 66,67,69 pressed into, shape, and with variable mutual thicknesses, which is a question of strength-technical optimization and consequently, related to the respective application. Prior art manufacturing designs, such as different welding-technical mounting methods, gluing and riveting or other methods are available for fixing the plates. This kind of element with mounting flanges is easy to attach on the base. A filling box profile 65 between two parallel elements serves as floor filling and in addition, serves essentially as a casing for cable tubing and other small tubing. The cables can be taken out right at an actu- ator through openings on the upper or lower surface of the profile and connected to the actuator in question. It also suits well as a casing for hydraulic and pneumatic tubing. A number of actuators need these energy sources. The corru- As shown in the figure, the power units 34,36 of the bow- part lift platform 12 are placed on the uppermost deck in the proximity of the cargo well. Said power units have to be synchronized to act together, which can be successfully done with modern control techniques. The power units can also be positioned on the bottom level of a cargo well of the ship. The same power-unit technology as in the bowpart cargo well can also be used for the lift platform in the lower after¬ body cargo well, although any other basic technique for creating movement known in the art may also serve the same purpose. A ship of this kind trims and heels in the loading phase, the movements caused whereby are compensated e.g. by means of heeling tanks. The technical starting point must, how¬ ever, be that a lift platform is able to operate at certain trim and heeling angles. The guide rails 53 and the guide wheels 56D resting thereon play a significant role in such situations. The guiding effect of the guide wheels is better with lift platforms of two or more stocks. The lift platform has to be supported in both longitudinal and transverse di¬ rections. The actuators of a lift platform can be equipped with speed and load control automation according to present- day technology. Lower speeds have to be used for heavy pallet loads and higher lifting speeds for light car loads. On the surface of a lift platform, the transverse cargo con¬ veyor means are known in the art. While the cargo pallets are on lift platforms, cargo transfer means paralleling the longitudinal axis of the ship are employed wherewith the cargo is transferred to be within the reach of the actuating means of the cargo cell. On the floor level of a cargo cell, actuating means known in the present-day techniques are provided, wherewith the cargo pallet is transferred forward. Also guide rolls 50 are also provided on the sides of a cargo cell at regular intervals to ensure a free passage for cargo pallets 59. The cargo pallets may be pushed close enough to touch one another. De- pending on the general arrangement, separate cargo pallets in the middle can be locked to the base, or a common locking can be carried out, i.e. the last cargo pallet on the lift- platform side is locked to the base. For the sake of safety, a double or triple locking security may be needed on a cargo line. Some can be remote-controlled with automatic locking devices, others manually controlled. The cargo cell includes a special profile 72 to prevent the transport pallet from overturning when the ship heels. Res¬ pectively, as the cargo had been fastened to the cargo pallet in the terminal phase, the total fastening time of the cargo with all steps in the ship phase is significantly shorter in the new system since separate fastening is no longer needed in the ship phase. The primary function of the special profile is therefore to limit the vertical movement of a cargo pallet, and eventually, to prevent the pallet from tilting, the secondary function is to act as a side guide for vehicles. When a vehicle is driven within a cargo cell, the function of the side profile is to fc-liminate all contacts with vertical pillars 45 and other such crashes by guiding, via the wheel sides, the longitudinal steering of the vehicle in unexpected situations. Said profile is equipped with an elastic profile 73 to prevent the paint of the vehicles from being damaged. The same principle applies to loading both cargo pallets and vehicle pallets on transport means. In practice, the heavier general cargo pallets are loaded first into the lowest cargo cells 110A, and thereafter, the lighter vehicle pallets in the upper cargo cells HOB. This is common on the return cargo voyage. On the arrival voyage the cargo spaces are often filled merely with vehicle pallets. The loading and unloading of container cargo trom the con¬ tainer holds 7 is carried out with container cranes oper¬ ating with techniques known in the art, said containers being provided with spreader and gripping plates grabbing the top surface of the container 100. In the harbours all over the world a trend is gaining ground in which the har¬ bours are required to master, in addition to their field of specialization, also other forms of material-handling. Hence, particularly the harbours specializing in mass handling of containers are nowadays also trying to attract other kinds of cargo ships to arrive in their ranges. Fig. 1 is a longitudinal section of a cargo space 4 in the middle part and of a cargo space in the bow part, and of cargo spaces 6 in side parts of the stern space. The ship is provided with a hull 1, the accommodation spaces 8 thereof being located in the bow, machinery spaces 9 in the stern, a conventional deck arrangement 10 for heavy wheeled cargo above the machinery spaces. There are two funnels 24 located on the edge of the side shells. Machinery casings 23 are located above the main deck in spaces of the breadth of the double skin of the shell. Said casings house exhaust pipes, silencers, service platforms and other equipment. The ship is equipped with a stern ramp 18 opening onto one side. Re¬ ference numeral 13 refers to a side port of the afterbody cargo well 16 and reference numeral 14 to a side port of the forebody cargo well. Intakes of ventilation air are pos¬ itioned in three locations 25. Next to the middle cargo space towards bow is provided a so-called transverse coffer¬ dam 26 where equipment and nozzle openings required in ven¬ tilation and air-conditioning of the middle spaces are placed. Reference numeral 11 refers to an afterbody well lift platform, and reference numeral 12 to the lift platform 12 of the bow part well 15. Fig. 2 shows a layout of the main deck level seen from above. Reference numeral 17 refers to the sternmost lift platforms, wherefrom the open ends of the cargo spaces are directly accessible. In front of the machinery spaces is located the afterbody lift platform 11, whereto the cargo is transferred through the side port 13 or, alternatively, through an opening 10A in the heavy cargo deck 113 and the lift platform of the bowpart cargo space extending over the entire breadth 104 of the ship indicated by reference nu¬ meral 12. Space reservation for the machinery casings is in¬ dicated by reference numeral 23. The container holds 7 are located on the sides of the ship, and in front of them the lifeboat stations 22. The container holds are divided trans¬ versely with fixed or in part adjustable vertical support bulkheads 109 known in the art, on which part of the guide rails of the containers 100 are mounted. The stern ramp in a lowered position is indicated by reference numeral 18. De¬ pending on the requirements, the forebody port 14 is pro¬ vided with a port structure with standard actuators or with a view of alternative use, with a side port. The hinge part of the prior art side port can be slid upwards by one to two conventional deck heights. Said procedure enables technical¬ ly the use of the quay facilities mentioned in the specifi¬ cation part of the present patent application or separate use of the side port. The cargo transfer and quay facilities for the middlemost cargo space and the stern well are as follows: a sorting table 20 provided with rollers or other known cargo transferring actuating means, a combined lift / transfer platform 19, an intermediate platform 21 provided with conveyor actuating means located upon the lower edge of the side opening of the ship, wherefrom the cargo is trans- ferred to the lift platform. The same equipment is provided at the bowpart opening, and in addition, an alternative solution for the location 20A of the sorting table, whereby a more straight-forward passage is provided for the pallets, though respectively, more space is needed in this direction. A cofferdam for ventilation and air-conditioning modules is shown in top view at 26. As a summary of Figs. 1 amd 2, one may see that primarily the vehicle and general goods cargo spaces of the ship are arranged to be located in the middle part of the hull, in a high tower-like cargo space 4, this being a self-supporting space grillage in structure and so dimensioned that it is not actually intended for participating in bearing the total strength of the ship, and in the longitudinal tubular cargo cells 110 positioned thereinside the cars and palletized general goods are accomodated using the power means of their own, the actuating means of the cargo cell or external ac- tuating means, or muscular force. On both sides of the ve¬ hicle cargo space, prior art container holds 7 are provided, open in the upper parts, though distinctly lower, into which the containers 100 are hoisted or lifted from above, the upper surface of said spaces being defined by the upper deck 28 or the side height 102, and frequently at the same time, by the strength deck. The car cargo space may extend L mainly from the stern 106 to the bowpart peak bulkhead 105 as an integral part or divided into a number of parts 10C, 6,5,4, said cargo spaces being smaller in breadth 101 than the breadth 104 of the ship, or they may be widened, extending ' over the entire breadth 104 of the ship in alter¬ native situations, e.g. in the stern or bow areas, thus binding the narrow cargo space in the midship. The cargo space sections 4,5,6, 10C of space grillage structure in general extend from the double bottom 103 of the ship to the roof of the cargo space, but they may also extend only part of the height available, starting from the bearing inter¬ mediate bottom 113, such as the cargo space section of the stern part (see Fig. 3) . The separating transverse bulkheads 105,109 stretch, in some cases, in vertical direction only up to a part of the side height 102, while the upper part of the space is open in longitudinal direction L, whereby a lift platform, or even cargo, can be transferred from one cargo section to another. Instead of container holds, or in addition thereto, a ship according to the present invention may also be provided with a tank-like hold or holds for bulk goods, perferably positioned in a similar fashion as the container holds, i.e. in the lower parts of the ship, that is, on top of the double bottom 103 or equivalent bearing deck 113. In Fig. 3 a cross-section of the stern part of a ship is shown. The middlemost cargo space 4 extends up to the stern 106, and on both sides thereof are provided side cargo spaces 6 outfitted with the same technique. The ventilation and air-conditioning modules of said space are located in the side spaces 32, the spaces in the fore parts of the side section are reserved for the machinery casings 23. The pre¬ sent alternative shows the heavy cargo deck 113 on which the heaviest and highest vehicles or general cargo units may be positioned. Chartering vehicles drive along a side ramp onto the deck. The sternpart of the lift platforms 17 forms a closed bulkhead construction. Fig. 4 shows cross-section of the centrepart of a ship at the container holds. The ship includes a double skin pro¬ vided with a double bottom 103, and at the upper part of said double skin being provided a very strong torsion re¬ sisting boxgirder structure 28. In the present instance, said structure defines the bearing side height 102. There- below can be seen another boxgirder 29, forming an internal service corridor. Containers 100 are loaded, by means of known modern technique, into holds without hatch covers. The lengths of the container holds 7 have to be dimensioned on the basis of the 20' and 40' basic containers, but also the 45',48',49' containers, at least some of them have to be accomodated therein. In the container holds, transverse sup- port bulkheads 109, fixed and or partly adjustable, have been positioned between the containers, being of prior art technique and provided in part with guiding rails thereon for containers 100. Normally, containers may be loaded also above the main deck 28, i.e. as deck cargo. Said quantities depend on the amount, location and stowage factor of the rest of the cargo. Figs. 1 to 4 present also a space gril¬ lage structure 4, with cargo cells 110 therein, as well as the clearance, yielding or flexible support 112 of the space grillage to the ship hull 1. Such flexible, clearance or yielding support to the bearing ship hull 1 is necessary so that the deformations of the ship hull, caused e.g. by rough seas, would not in some parts be transmitted more than in some parts to the cargo spaces 4,5,6,10C of the space grillage structure. The figures show also cargo space breadth alternatives of space grillage structure compared to the breadth of the hull 1, as well as typical heights of said cargo space, in general preferably exceeding the bear- ing side height 102. The so called "cross-ventilation" principle of the cargo space is seen clearly from the drawing: (1) a homogeneous roof construction 2A makes good hull channels 31 possible, on the lower surfaces of which nozzles can be easily in¬ stalled at regular intervals; (2) in the example of the figure, the longitudinal bulkhead 2 supporting the middle space 4 has been positioned externally to said space, part of said bulkhead consisting of box girders 30 which may also be employed as ventilation ducts, and reserving locations for nozzles on the sides; (3) cargo cell -specific venti¬ lation duct lines 33 with nozzles on the bottom, below the space grillage. Fig. 5 shows the positioning of lifeboats 22 down on the so- called strength deck. Fig. 6 shows a cross-section of the wide most bowpart cargo space. A multi-stock lift platform 12 with power units 34, 36, shown in the figure, is located on the uppermost deck. It is technically possible for the power units to be pos¬ itioned also in the lower part of the well. A combined cargo lift - transfer means module 19,20,21, with a cargo pallet for loading, is shown on the quay. Initially, the pallet was placed on the sorting table 20. The middle platform included in the ship is shown at point 21 in the figure. Also the vertical pillars 45 of space grillage structure are shown schematically in the figure, as well as the cargo cells 110 and the cargo platforms 108 thereof on top of the double bottom 103. Fig. 7A is a more detailed presentation of the double roof construction 2A of the high cargo space. The roof construe- Fig. 12 shows part of the side view of the space grillage 4,5,6 or IOC. The distance between the vertical pillars 45 in longitudinal and width directions is indicated by refer¬ ences 111L, resp. 111B. In this phase diagonal struts 46B have already been installed, and the roof grillage 39 is ready to be lowered in place. The outfitted floor elements 55,56A or 107 of a cargo cell 110 are pushed in at the end of the modules, whereby the length of the cargo cell will be the desired length L which is equal to the length M of a number of cargo units 57,58. Fig. 13 shows the same situation in front view. The side connecting elements of the roof grillage element 39 are lo¬ cated at 41. The vertical pillars 45 have been mounted on assembly jigs, respectively, on the bearing deck 103,113 of the ship,- one part whereof being formed by a roof-grillage guide-profile model. Fig. 14 shows the roof-grillage element 39 from above. The grillage structures binding the guide profiles, composed e.g. of parts 40,42, serve for their part as tubelements 39A. In this manner a module 38, corresponding in general to parallello piped, can be stiffened preferably by means of a planar stiffening element at least on two sides thereof, or composed of two sides rectangular to one another, such as grillage or plate structure or equivalent. The module may also be stiffened using other means, such as various dia¬ gonally positioned beams, rods, grillages or plate structures. Fig. 15 shows a detail of an important guide profile 43 and constructions related thereto. The guide profile, being of heavier construction, binds a large number of constructions, and therethrough longitudinal and transverse forces being transmitted. The sleeves 43B of the vertical pillars are placed inside specially shaped profiles 44. The way of mounting a sleeve makes it possible to place it exactly in right place. The profile 44 surrounding said sleeve binds in power units 34,36 on the uppermost deck, and a movable shelter roof 27 of the lift platform are shown. Fig. 18 shows a view of the cargo-well area on the uppermost deck. Six power units 34,36 are shown. Guide profiles 51,52 are seen at the corners and in the middle of the stern part. A movable shelter roof 27 with its rails in the deck. Air intake chambers 25 of the ventilation means in the coffer¬ dam. Fig. 19 shows a principle image of guide rolls 56D. The guide rolls control both longitudinal and transverse movements. Fig. 20 shows a transverse view of a lift platform construc¬ tion 54 seen from the stern bulkhead of the well. In a broad well the strength-mechanical advantages gained by grillage structures for lightening the construction and keeping bends under control should be made use of. Fig. 21 shows a side view of the above construction 55. The guide rolls 56D are also seen in the figure. Fig. 22 shows a front view of a detail from within the cargo cell 110. In the topmost cell, general cargo 57 on a pallet and on cargo pallet 108 lashed with a cargo net 57. In a lower cell there is a passenger car 58 placed on a length- adjustable car pallet 59. The figure shows the power unit, e.g. a power roll 54, which is an alternative technical means for transferring cargo in a cargo cell, standard roll elements 56, a corrugated core floor element 55, a conven¬ tional steel-net floor element 56A. The side guide rolls 50 for pallets have been placed on a longitudinal girder bind¬ ing the vertical pillars. A special profile 46D restricts heeling, at the same time acting as a side guide for car wheels. All pallets are pushed into a long cargo cell in the longitudinal direction L thereof. The height H of the cargo cells can be adjustable, e.g. by changing the distance of the cargo platforms shown in Figs. 12 to 15. Fig. 23 shows a side view of the above case. At least the cars have been placed on a length-adjustable cargo pallet 59 so that the cars or the rest of the cargo can be packed closely one after the other in a cargo cell, in other words, it is the length of a cargo unit, not e.g. the fixed length of a pallet, which determines the compactness of packaging. The space grillage producing this cargo space consists of cargo platforms 108 adjustable in height and breadth di¬ rections, by replacing or adjusting the bearing parts 45, 46,46A,46B whereof, at least the width HOB of the cargo cells 110 and possibly the height H of the cargo cells can be changed flexibly using constructions and methods known in the art. Fig. 24 shows an axonometric drawing of an adjustable cargo pallet 59. Fig. 25 shows the location of a car on a cargo pallet. The car wheels are located on the fixed section of the pallet. The adjustable stern part extends marginally over the maxi¬ mum length of the car so that the entire length of the pallet is M. Fig. 26 shows a corrugated core element intended for loading which can be used for the floor 107 of a cargo platform. Fig. 27 shows a way of how to place two corrugated core loading elements 107 next to one another. A loading element comprises a lower loading surface 66 in the middle, with a support corrugated plate 67 under the loading surface, here said plate having four corrugations in parallel, and a bottom plate 69, and higher bearing side corrugations 68. A filling box-profile 65 with e.g. cable tubing or other small tubing 70 has been positioned between the loading elements. A power unit 71 installed on the loading surface extending slightly beyond the the centrepart of the top surfaces in the side part of the loading floor element. Fig. 28 shows alternative forms of box-profile 65 inserted therebetween. Fig. 29 shows a cross-section of a corrugated core loading floor element 107, the profile whereof being made of three parts 66,69,67 and 68. Fig. 30 shows a limiting profile 72 for limiting the ver¬ tical movements of a pallet in a cargo cell 110, one corner of said cargo pallet 59 remaining thereunder, and an elastic protection belt 73 to protect vehicles. Fig. 31 shows said profile belt 73 in axonometric view. It is obvious to a person skilled in the art that various applications of the invention may vary within the scope of the claims presented below, and the invention is not there¬ fore confined to the embodiments and ship types described above.

Claims: Claims 1. A cargo ship for transporting various wheeled vehicles, such as cars (58) , train units and other carriages, and 5 furthermore, bulk goods or containers (100) , and palletized general goods (57) or equivalent cargo units, at least partly simultaneously, the ship comprising: a hull (1) consisting of a bottom structure (103), the sides (3,28,29) and a potential strength deck, which hull, forming a shell 10 structure, mainly bears the forces directed at the ship; the power mechanism (9) of the ship either inside or outside the hull; a cargo space, consisting at least partly of a space grillage structure (4,5,6,IOC) containing cargo cells; cargo handling openings (10A,13,14) in the hull for conveying 15 cargo units into the cargo space and out therefrom; and cargo handling equipment with mechanisms for moving cargo units within the cargo space, characterized in that said cargo space comprises at least two cargo space sections of different types so that a first cargo space- section consists 20 of one or more of said space grillage structures (4,5,6, 10C) , this being a self-supporting complex and flexibly supported to the hull (1) of the ship in that the de¬ formations of the hull during passage are not entirely transmitted to the space grillage structure; and the second 2.5 cargo space section consisting of container cargo holds (7) and/or pallet platform holds provided with guides, where the containers (100) , respectively, the heavy cargo on the pallets are loaded and unloaded mainly vertically and/or of a tank-like hold for bulk goods; and that said first cargo 30 space sections and the second cargo space sections are positioned adjacent to each other at least to some extent for arranging the light-weight cargo containing wheeled vehicles (58) to be conveyed up and for positioning the heavy cargo, containing containers (100) and general goods 35 and bulk goods, into the lower parts of the ship; thus, to avoid ballast water at least in part. 2. Cargo ship according to claim 1, characterized in that the space grillage structure (4,5,6,IOC) comprising the first cargo space section extends from the double bottom (103) of the ship or other bearing deck (113) upwards, and substantially above the bearing side height (102) of the hull of the ship, and that the breadth (101) of said first cargo space section is, at least partly, substantially smaller than the breadth (104) of the ship, and is pre¬ ferably located in the middle parts of the ship, whereby the other cargo space sections (7) are located in the proximity of the ship sides (3) , or alternatively the first cargo space sections are located in the proximity of the sides of the ship and the second cargo space sections in the middle parts of the ship. 3. Cargo ship according to claim 1, characterized in that the second cargo ship section, preferably a tank-like hold for bulk goods, is located in the lower parts of the ship, e.g. on top of the double bottom (103) , and that the space grillage construction (4,5,6,10C) constituting the first cargo space section extends from above said tank-like hold upwards,' preferably along the entire breadth of the ship. 4. Cargo ship according to claim 1, characterized in that the first cargo space section extends preferably approxi¬ mately from the stern (106) to the bowpeak bulkhead (105) , or alternatively, only to a portion of this length as a uniform cargo space section or divided into a number of separate cargo space sections (4,5,6 and 10C). 5. Cargo ship according to claim 1, characterized in that in each space grillage structure (4,5,6,100 forming the first cargo space section, said cargo cells are composed of relatively long tubular cargo cells (110) provided with loading platforms (108) longitudinal to the cell, such as floors (55, 107) or rails or equivalent, along which wheeled vehicles (58) and/or general goods pallets (57) are placed in the cargo space closely in succession, and that the pillars (45) , articulately on the lower bearing deck struc¬ ture (103,113) of the ship. 11. Method according to claim 9 for building a cargo space, characterized in that the space grillage structure (4,5,6, IOC) composed of a main module or main modules (38) is flex¬ ibly supported to the transverse bulkheads (105, 109) of the ship hull (1) and/or longitudinal bulkheads, such as side bulkheads, by means of clearance or elastic connecting el- ements (112) to support the space grillage flexibly in hori¬ zontal directions. 12. Method according to claim 11 for constructing a cargo space, characterized in that the main modules (38) are sup- ported to the ship hull (1) flexibly and to a potential upper and adjacent main module with rigid or partly flexible joints (41) at the upper ends of the vertical pillars (45) , and preferably, by means of a longitudinal bulky profile beam (43) of the tubular cargo cells (110) , where the mounting elements (43A, 43B) receive the ends of the ver¬ tical pillars. 13. Method according to claim 9 for building a cargo space, characterized in that said main modules (38) are self-con- tained outfitted assembly units, which when a ship is being erected and assembled, are transferred as such into the ship to be placed on top of a bearing structure of the ship, such as double bottom (103) or another bearing deck (113) located higher up, or on top of or adjacent to another main module already installed in the ship. 14. Method according to claim 13 for building a cargo space, characterized in that the main module (38) comprises the requisite wirings, electrical accessories, tubings, ducts and channels, being installed in place at least in the finishing phase, said outfitting also comprising extension pieces, connective elements or equivalent required in the marginal areas of the main module. structure, being prepared of three bent in shape and at least partly overlapping plane parts (66,67,68), among which at least the centremost one (67) is in vertical direction a corrugated plate, and which have been joined by welding, glueing, riveting or equivalent manner, or alternatively, composed of a different laminated structure. 19. Method according to claim 18 for constructing a cargo space, characterized in that in the floor element (107) the loading surface (115) in the middlepart is on a lower level than the upper surface of the supporting corrugations (116) in the longitudinal edges. 20. Method according to claim 9 for constructing a cargo space, characterized in that the space grillage (4,5,6) comprises a projecting profile (72) located on the loading platform (108) of a cargo cell (110) in the direction of the length (L) thereof and on the sides of the loading platform mounted for instance on the vertical pillars, said profile serving at least as a means preventing the pallets from overturning and as a side guide of potential wheeled vehicles. 21. Method for transporting various wheeled vehicles, such as cars (58) , train units and other carriages, and further¬ more, bulk goods or containers (100) and palletized general goods (57) or equivalent cargo units, at least partly at the same time, in a ship according to any one of claims 1 to 8, said ship comprising: a hull (1) consisting of a bottom structure (103), the sides (3,28,29), and a potential strength deck, said hull, forming a shell structure, mainly bears the forces directed at the ship; the power mechanism (9) of the ship either inside or outside the hull; a cargo space, consisting at least partly of a space grillage structure (4,5,6,10C) containing cargo cells; cargo handling openings in the hull for conveying cargo units into the cargo space and out therefrom; and cargo handling equipment with the mehanisms for moving cargo units within the cargo are respectively positioned in the upper parts of the first cargo space section, such as in the topmost main modules (38A,38B), and that the containers (100), as well as the heavy cargo placed on pallets are loaded in the container holds (7) forming the second cargo space section or re¬ spectively, in pallet holds provided with guides.

Inventors: RAPELI PEKKA, RAPELI, PEKKA
Applicants: RAPELI PEKKA, RAPELI, PEKKA
Application year: 1994
Main classification: B63B25
IPC codes: B63B9, B63B25, B65D19, B65D85